Street design must provide for the maximum loading conditions anticipated. The width and grade of the pavement must conform to specific standards set forth herein for safety and uniformity.
As feasible, University Place shall incorporate complete streets infrastructure into existing public and private streets to create a comprehensive, integrated, connected transportation network for the City that balances access, mobility, health and safety needs of pedestrians, bicyclists, transit users, motorists, emergency responders, freight and users of all ages and abilities, ensuring a fully connected, integrated network that provides transportation options. “Complete streets infrastructure” means design features that contribute to a safe, convenient, or comfortable travel experience for users, including but not limited to features such as: sidewalks; shared use paths; bicycle lanes; automobile lanes; paved shoulders; street trees and landscaping; planting strips; curbs; accessible curb ramps; bulb outs; crosswalks; refuge islands; pedestrian and traffic signals, including countdown and accessible signals; signage; street furniture; bicycle parking facilities; public transportation stops and facilities; transit priority signalization; traffic calming devices such as rotary circles, traffic bumps, and surface treatments such as paving blocks, textured asphalt, and concrete; narrow vehicle lanes; raised medians; and dedicated transit lanes.
(Ord. 395 § 3, 2003; Ord. 518 § 1, 2008; Ord. 675 § 2, 2016)
A. 
The design of streets shall depend upon their type and usage. Standard roadway sections for each street classification are provided at the end of this chapter.
B. 
The layout of streets shall provide for the continuation of existing principal streets in adjoining subdivisions or of their proper projection when adjoining property is not subdivided. Local streets shall be designed to accommodate through connections for non-motorized traffic (pedestrians and bicycles).
1. 
Alignment. Alignment of major arterials and collectors shall conform, as nearly as possible, with that shown in the City's Comprehensive Plan.
2. 
Grade. Street grade should conform closely to the natural contour of the land. In some cases, a different grade may be required by the Director. The minimum allowable grade shall be 0.7 percent. The maximum allowable grade shall be 15 percent, depending upon the street classification.
3. 
Width. The pavement and right-of-way width depend upon street classification. Table I, Street Design Standards, shows the minimum widths allowed in subsection (D) of this section.
4. 
Sight Obstruction. The design and construction of all streets shall provide the sight distances indicated in this article.
5. 
Parking and fire lanes shall be provided in accordance with the requirements of zoning and fire codes.
6. 
Bus stops, pullouts, and other bus transit amenities shall be in accordance with the requirements of Pierce Transit and/or the school district.
C. 
Nothing in this chapter shall prevent the City from making interim transportation improvements to existing facilities. The City may make interim transportation improvements that may not fully conform to the standards set forth in this chapter. Such improvements are necessary in order to protect and improve the public health, safety and welfare.
D. 
Specific street design standards are provided in Table I, below.
Table I. Street Design Standards
Design Standard
Major Arterial
Secondary Arterial
Collector Arterial
Neighborhood Collector
Local Feeder Street
Neighborhood Street
Access Lane
Private Street
Alley
Right-of-Way Width
85'-89'
63'-67'
60'-67'
60'
60'
53'
40'
26'
1020'-24'
1Parking Lanes
2None
2None
2None
2None
Both sides: 7' wide parallel
One side: 7' parallel
Not permitted
Optional one side: 8' parallel
Not permitted
Grade (min./max.)
0.7%/8%
0.7%/8%
0.7%/15%
0.7%/15%
0.7%/15%
0.7%/15%
0.7%/15%
0.7%/15%
0.7%/15%
Cement Concrete Curb and Gutter
Both sides
Both sides
Both sides
Both sides
Both sides
Both sides
Per storm system design
Per storm system design
Per storm system design
Sidewalks
3Both sides: 6'
3Both sides: 6'
3Both sides: 6'
Both sides: 6'
Both sides: 5'
Both sides: 5'
One side/ variable walkway
4One side: 5'
N/A
Planter Strip Width (including curb)
Both sides: 4'-5.5'
Both sides: 4'-5.5'
Both sides: 5.5'
Both sides: 5.5'-8'
Both sides: 5.5'-8'
Both sides: 5.5'-8'
10' (includes pedestrian walkway)
N/A
10Both sides: 2'-4'
Bike Facilities/Shoulders
Both sides: 5'
Both sides: 5'
Both sides: 5'
5On-street, striped: 5' to 6'
5On-street, shared use
On-street, shared use
On-street, shared use
N/A
N/A
Intersection Curb Radius (inside)
35'
35'
30'
610'-20'
610'-20'
20'
20'
20'
N/A
Centerline Radius7 (minimum)
600'
600'
150'
150'
150'
As approved
As approved
As approved
As approved
Raised Landscape Median
8'-12'
8'-12'
88'-12'
None
None
None
None
None
None
Through Travel Lanes
Variable
Variable
2
2
2
2
2
2
1
Travel Lane Width
11'
11'
11'
11'
10'
10'
10'
910'
16'
1.
Parking bays are required when parking is provided on one side of a street and may be required when parking is provided on both sides of a street.
2.
Parking lanes on arterials may be allowed with approval from the Director. Parking bays may be required on arterial streets.
3.
Sidewalks in commercial areas shall be 10 feet wide when required by the Director.
4.
Not required for two or less dwelling units.
5.
A paved shoulder/bike lane shall be required if the neighborhood collector or local feeder street has been designated as a bike route.
6.
A typical minimum curb return radius of 10 to 15 feet should be used where:
 
•
high pedestrian volumes are present or reasonably anticipated;
 
•
volumes of turning vehicles are low;
 
•
the width of the receiving intersection approach can accommodate a turning passenger vehicle without encroachment into the opposing lane;
 
•
passenger vehicles constitute the majority of turning vehicles; bicycle and parking lanes create additional space to accommodate the effective turning radius of vehicles;
 
•
low turning speeds are required or desired; and
 
•
occasional encroachment of a turning school bus, moving van, fire truck or oversized delivery truck into an opposing lane is acceptable.
 
Curb radii will need to be larger than 15 feet where:
 
•
occasional encroachment of a turning school bus, moving van, fire truck or oversized delivery truck into an opposing lane is not acceptable;
 
•
curb extensions are proposed or might be added in the future; and
 
•
receiving street does not have parking or bicycle lanes and the receiving lane is less than 12 feet in width.
In such cases where a minimum curb return radius larger than 15 feet is proposed, it should be demonstrated that pedestrian safety will not be compromised beyond that which is necessary to accommodate other transportation facility requirements.
7.
This radius may be reduced with superelevation in conformance with AASHTO if approved by the Director. Maximum equals six percent.
8.
May be reduced or eliminated if approved by the Director.
9.
Pavement width and tract width shall increase eight feet for each parking lane desired.
10.
Alley right-of-way, tract or width may vary depending on type of development being served and be reduced to the minimum dimension shown; provided, that at least 24 feet of separation will be maintained between garages with garage doors facing each other from opposite sides of the alley.
(Ord. 395 § 3, 2003; Ord. 518 § 1, 2008; Ord. 565 § 1 (Exh. A), 2010; Ord. 679 § 1 (Exh. A), 2016)
A. 
General.
1. 
Functional Classification Elements. Streets are most effectively classified by their function, according to the character of the service they are intended to provide. The functional classification system creates a hierarchy of classified streets. The classification system can be used for planning new routes, improvements to existing streets, and planning for area development in concert with the transportation network and providing minimum design standards or criteria to encourage the use of the street as intended.
2. 
City definitions for each functional classification are presented below. The City functional classification system directly addresses all streets that are under the jurisdiction of the City. City streets are divided into major (or principal) arterials, secondary arterials, collector arterials, neighborhood collector arterials, and local access streets in accordance with regional transportation needs and the functional use each serves. Function is the controlling element for classification and shall govern rights-of-way, road width, and road geometrics. The function classification definitions in subsection (B) of this section are provided to assist the applicant in determining the classification of a particular street. New streets will be classified by the Director. If a street or portion of a street is not listed, the applicant is responsible for making inquiries to the Director to determine the correct street classification.
B. 
Function Classification Definitions.
1. 
Major Arterials.
a. 
Major arterials provide service for major traffic movements within the City. They serve major centers of activity, intra-area travel between University Place and other suburban centers, between larger communities, and between major trip generators. Major arterials serve the longest trips and carry the major portion of trips entering and leaving the overall area. Typically they are one of the highest traffic volume corridors in the City. The design year ADT is approximately 5,000 to 30,000 vehicles per day or more. They frequently carry important intra-urban and inter-city bus routes.
b. 
The spacing of major arterials usually varies from about one mile in highly developed business areas to five miles or more in rural areas. Service to abutting land is subordinate to the provision of routes for major traffic movements. It is desirable to place arterials on community and neighborhood boundaries or adjacent to, but not through, major shopping centers, parks, and other homogeneous areas.
2. 
Secondary Arterials.
a. 
Secondary arterials interconnect with and augment the major arterial system. Secondary arterials connect major arterials to collector arterials and small generators. They provide service to medium-size trip generators, such as less intensive commercial development, high schools and some junior high/grade schools, warehousing areas, active parks and ball fields, and other land uses with similar trip generation potential. They distribute travel to smaller geographic areas and communities than those identified with the major arterial system. They provide routes for trips of moderate length and somewhat lower level of travel mobility than major arterials. The design year ADT is approximately 2,500 to 15,000.
b. 
Spacing of secondary arterials is usually less than one mile in fully developed areas. They provide intra-community continuity and are typically a continuous street with a direct rather than a meandering alignment. They may carry local bus routes. Secondary arterials allow for more emphasis on land access than the major arterial system. They usually do not penetrate identifiable neighborhoods.
3. 
Collector Arterials. Collector arterials distribute trips from major and secondary arterials to the ultimate destination, or may collect traffic from local streets and channel it into the major and secondary arterial systems. They carry a low proportion of traffic traveling through the entire subarea; they carry a high proportion of local traffic with an origin or destination within that area. Design year ADT is approximately 2,500 to 15,000. They may be on a somewhat meandering alignment and need not be particularly long or continuous. Spacing is typically about one-quarter mile in developed areas. Collector arterials provide both land access service and traffic circulation within residential neighborhoods, commercial, and industrial areas. They may penetrate identifiable residential neighborhoods.
4. 
Neighborhood Collector Arterials.
a. 
Neighborhood collector arterials distribute traffic between more principal traffic routes and local service streets within neighborhoods. All of them serve as fire response routes, some may be transit streets, and some may be designated as bike routes. Because neighborhood collector arterials serve multiple purposes, their use must strike a balance between efficiently moving traffic and preserving neighborhood livability.
b. 
Neighborhood collector arterials are found only in residential neighborhoods and provide a high degree of access to individual properties. This classification is not applied to streets in commercial and industrial areas. Both right-of-way and paving widths are typically narrower than on other arterials. Left-turn lanes are only infrequently used on neighborhood collector arterials, and then only at intersections having higher volumes. A great deal of flexibility exists for on-street parking on this street type. On most neighborhood collectors, bicycles share the travel lane with other motor vehicles, eliminating the need for striped bicycle lanes. Exceptions to this can occur in situations where traffic volumes or speeds, roadway geometry, or other factors suggest that striped lanes will provide a safer design. Design year ADT is approximately 800 to 3,000.
5. 
Local Street System.
a. 
The local street system provides circulation and access for residential neighborhoods away from the arterial system. The local street system consists of local feeder streets, neighborhood streets, access lanes, private streets, and alleys. Local streets should be designed for a relatively uniform, low volume of traffic upon full development. The system should be designed to discourage excessive vehicle speeds, maximize pedestrian connectivity and safety, and minimize the necessity for traffic control devices.
b. 
For developments or neighborhoods of moderate size or larger, the streets serving as primary access to and from the bordering arterial system should be considered for collector arterial classification. Traffic generators, such as schools or churches, within residential areas should be considered within the local circulation pattern, not only from within the subdivision, but from adjacent neighborhoods as well. There should be a limited number of access points with the arterial streets that border the subdivision.
c. 
Local feeder streets serve as primary access to the development from the adjacent street system. They distribute traffic from local streets in residential neighborhoods and channel it to the arterial system. There are usually no bus routes, with the possible exception of school bus routes. They directly serve any major traffic generators within the neighborhood, such as an elementary school or a church. They usually serve one moderate-size neighborhood or a combination of a few small developments, rather than interconnecting two or more larger neighborhoods. They serve little, if any, through traffic generated outside the neighborhood. Typical ADT may reach up to 1,500.
d. 
Neighborhood streets provide direct access from abutting land to the local street system. There are usually no bus routes on neighborhood streets. They are typically internal subdivision streets providing circulation within the subdivision or between subdivisions. Service to through traffic is deliberately discouraged. Cul-de-sacs are prohibited on neighborhood streets in small lot developments and discouraged in other locations. Such cul-de-sacs must include a central green court consistent with the city's low impact development goals and objectives. Typical ADT may reach up to 1,000.
e. 
Access lanes are designed to accommodate traffic between clusters of dwelling units, most commonly within small lot developments. They are the smallest street sections that serve emergency vehicles. Access lanes with a hammerhead, central green court or auto courtyard are allowed in lieu of cul-de-sacs, which are prohibited.
f. 
Private streets are streets privately owned and maintained by the owners of the parcels accessing the street.
g. 
Alleys are public or private streets providing access to the rear boundary of two or more residential properties that front a public street or a common open space area that fronts a public street. Alleys are not intended for general traffic circulation.
C. 
Functional classifications for arterial streets are provided in Table II, below.
Table II. Street Classifications
Street Name
From
To
Major Arterials
27 St. W.
Regents Blvd. W.
Bridgeport Way W.
Bridgeport Way W.
200' S. of 19 St. W.
South City Limits
Cirque Dr. W.
Orchard St. W.
Bridgeport Way W.
Lakewood Dr. W.
Hannah-Pierce/Orchard
66 St. W.
Regents Blvd. W.
67 Ave. W.
27 St. W.
Secondary Arterials
27 St. W.
Bridgeport Way W.
Grandview Dr. W.
40 St. W.
67 Ave. W.
Olympic Blvd. W.
64 St. W.
Chambers Creek Rd. W.
Grandview Dr. W.
67 Ave. W.
19 St. W.
Bridgeport Way W.
Chambers Creek Rd. W.
Steilacoom City Limits
Bridgeport Way W.
Chambers Ln. W.
Bridgeport Way W.
Chambers Creek. Rd. W.
Cirque Dr. W.
Bridgeport Way W.
Grandview Dr. W.
Mildred St. W.
19 St. W.
Regents Blvd. W.
Olympic Blvd. W.
40 St. W.
Grandview Dr. W.
Collector Arterials
35 St. W.
67 Ave. W.
Grandview Dr. W.
Alameda Ave. W.
Cirque Dr. W.
40 St. W.
Alameda Dr. W.
67 Ave. W.
Cirque Dr. W.
Grandview Dr. W.
19 St. W.
64 St. W.
Sunset Dr. W.
19 St. W.
Cirque Dr. W.
Neighborhood Collector Arterials
27 St. W.
Grandview Dr. W.
E. Day Island Blvd. W.
31 St. W.
Vista Pl. W.
Lemons Beach Rd. W.
44 St. W.
67 Ave. W.
Elwood Dr. W.
54 St. W.
Bridgeport Way W.
79 Ave. W.
Beckonridge Dr. W.
Grandview Dr. W.
Cirque Dr. W.
Elwood Dr. W.
40 St. W.
Cirque Dr. W.
Elwood Dr. W.
27 St. W.
Parkway W.
Lemons Beach Rd. W.
27 St. W.
31 St. W.
79 Ave. W.
54 St. W.
Cirque Dr. W.
Parkway W.
Vista Pl. W.
Elwood Dr. W.
70 Ave. W.
19 St. W.
27 St. W.
(Ord. 395 § 3, 2003; Ord. 518 § 1, 2008; Ord. 565 § 1 (Exh. A), 2010; Ord. 752 § 2, 2021)
Right-of-way width is determined by the functional classification of a street. See Table I, Street Design Standards, in UPMC § 13.20.210 for specific information. Additional roadside easements may be required to facilitate roadway maintenance. Easements shall be on a form approved by the City and meet the provisions of UPMC § 13.10.030. Right-of-way width requirements shall be increased to accommodate any additional lanes, pockets, bus loading zones, paved shoulders/bike lanes, utilities, street trees or other features or facilities required by the City. Right-of-way shall be conveyed to the City on a recorded plat or by a right-of-way dedication deed. All costs shall be borne by the applicant.
(Ord. 395 § 3, 2003; Ord. 518 § 1, 2008; Ord. 565 § 1 (Exh. A), 2010)
A. 
The following are the standards for new private streets. Existing private streets that are not in conformance with any of the following are considered substandard streets.
1. 
Construction and inspection standards for public streets apply to private streets.
2. 
The design shall conform to Table I, Street Design Standards, in UPMC § 13.20.210.
3. 
Private streets shall be permanently established by commonly owned tract or easement.
4. 
No more than four dwelling units or businesses may access a private street unless the following conditions apply: (a) the businesses are situated on one parcel under single ownership; or (b) the dwelling units are part of a multifamily development on one parcel under single ownership. The dwelling units and/or businesses may be owned by persons or entities other than the owner of the underlying property.
5. 
Private streets shall be accessible at all times for emergency vehicle use.
6. 
Prior to permit issuance, the applicant shall be required to record a private street maintenance agreement and restrictive covenant with the Pierce County Auditor, on a form provided by the City for this purpose.
7. 
All street signs for private streets shall include the text “Private Street.” This text shall be at least one-half the height of the street name text.
8. 
The private street shall be signed “No Parking” when parking lanes are not provided.
9. 
Maintenance and operation of all private streets are the responsibility of the individual property owners.
B. 
Alleys shall conform to the criteria for private streets in addition to the criteria below.
1. 
Alleys are allowed only when lots served have frontage on a public street or a common open space area that fronts a public street and are provided direct pedestrian and emergency vehicle access from the public street.
2. 
Alleys may provide access to an unlimited number of units; provided, that the alley has a maximum length of 400 feet and no dead end if serving more than four lots. When a dead-end alley is used, it should be less than 150 feet in length.
3. 
Minimum alley tract or easement shall have a width of 20 feet with a pavement surface of 16 feet, provided any structure is set back four feet or more from property line or edge of tract or easement. For small lot and other innovative housing developments that may require a structure setback from alleys of less than four feet, the required alley width may be increased a corresponding amount to provide for safe turning access to properties.
4. 
Alley entry shall be provided with a driveway approach.
C. 
Acceptance as Public Streets. The City will consider acceptance of private streets as public streets only if the street(s) meet all applicable public street standards, including right-of-way widths.
(Ord. 395 § 3, 2003; Ord. 489 § 1, 2007; Ord. 518 § 1, 2008; Ord. 531 § 1 (Exh. A), 2008; Ord. 565 § 1 (Exh. A), 2010)
A. 
Dead-end streets shall be permitted only if the Director determines there is no feasible connection with adjacent streets. All dead-end streets must incorporate a turn-around facility at the closed end. The turn-around shall conform to the cul-de-sac, hammerhead or auto courtyard standards identified below.
B. 
Cul-de-Sac. Streets designed to have one end permanently closed shall be no longer than 600 feet measured from centerline of street intersection to the center of the bulb section. Proposed exceptions to this rule will be considered by the Director based on pertinent traffic planning factors such as topography, sensitive areas and existing development. At the closed end, there shall be a widened “bulb” having a minimum paved traveled radius in accordance with the details in the University Place Standard Notes and Details. Within the area of the public easement or dedication, applicant shall install five-foot-wide concrete sidewalk(s) from the end of the cul-de-sac to the nearest public road in accordance with the details in the University Place Standard Notes and Details. Cul-de-sacs must include a central green court consistent with the city's low impact development goals and objectives.
C. 
Hammerhead Turnaround. Hammerheads are permitted on access lanes, or on private streets that serve four or fewer lots, in accordance with the requirements of the City Fire Code Official. See standard hammerhead detail in the University Place Standard Notes and Details.
D. 
Central green courts or auto courtyards are permitted on access lanes in lieu of hammerheads, or in lieu of prohibited cul-de-sacs, in accordance with the requirements of the City Fire Code Official.
(Ord. 395 § 3, 2003; Ord. 518 § 1, 2008; Ord. 565 § 1 (Exh. A), 2010; Ord. 662 § 1 (Exh. A), 2015)
Raised, landscaped medians shall be provided along all arterial streets except for neighborhood arterial streets. The Director may eliminate the requirement for a median on collector arterial streets based on the size of the street and safety considerations. Medians will include pedestrian landing/refuge areas to make it safer for pedestrians to cross, where appropriate. Medians shall be designed so as not to limit turning radius or sight distance at intersections. The median shall be landscaped in accordance with Article VIII of this chapter.
(Ord. 395 § 3, 2003; Ord. 518 § 1, 2008)
A. 
Traffic control will be as specified in the Manual on Uniform Traffic Control Devices (MUTCD) or as modified by the Director as a result of appropriate traffic engineering studies.
B. 
Street intersection shall be laid out so as to intersect as nearly as possible at right angles. For reasons of traffic safety, a “T” intersection (three leg) is preferable to the crossroad (four leg) intersection for local access streets. For safe design, the following types of intersection features should be avoided:
1. 
Intersections with more than four legs;
2. 
“Y” type intersections where streets meet at acute angles;
3. 
Intersections adjacent to bridges and other sight obstructions;
4. 
“Y” intersections greater than 15 degrees off perpendicular are prohibited.
C. 
Spacing between adjacent intersecting streets, whether crossing or “T,” should be as follows:
When highest classification involved is:
Minimum/maximum centerline offset should be:
Major Arterial
350 feet/600 feet
Secondary Arterial
300 feet/600 feet
Collector Arterial
200 feet/600 feet
Local Feeder Street
150 feet/600 feet
Local Minor Street
150 feet/600 feet
Blocks shall not be longer than 600 feet.
When different class streets intersect, the higher standard shall apply on curb radii.
On sloping approaches at an intersection, landings shall be provided with the grade not to exceed one foot difference in elevation for a distance of 30 feet approaching any arterial or for a distance of 20 feet approaching a collector or local access street. The distance is measured from nearest right-of-way line (extended) of intersecting street.
(Ord. 395 § 3, 2003; Ord. 518 § 1, 2008)
A. 
General.
1. 
Driveways and driveway approaches shall be constructed in accordance with the University Place Standard Notes and Details. Driveways and driveway approaches for middle housing developments shall also meet the standards in UPMC § 19.47.060.
2. 
All abandoned driveway approaches on the same frontage shall be removed and the curbing and sidewalk or shoulder and ditch section shall be properly restored.
3. 
All driveway approaches at locations with curb and gutter shall be constructed of Portland cement concrete and shall be subject to the same testing and inspection requirements as curb, gutter, and sidewalk construction.
4. 
All driveway approaches at locations without curb, gutter or sidewalk may be constructed with either Portland cement concrete, asphalt concrete, or pervious pavement. Approach grade at these locations shall not exceed two percent within the right-of-way in order to accommodate future sidewalk construction.
5. 
Shared Driveways.
a. 
Are allowed when shared between detached single-family dwelling units on adjacent lots and for middle housing units on a parent lot.
b. 
Are permitted upon formal written agreement by all property owners and approval of the Director. The agreement shall be a recorded easement for all parcels of land specifying joint usage.
c. 
Shared driveways shall be a minimum of 15 feet wide and paved along that portion which serves all parcels. Shared driveway width may be reduced within small lot and innovative housing developments to achieve design goals and reduce impervious surface consistent with the City's low impact development goals and objectives.
6. 
Grade Breaks. The maximum change in driveway grade shall be eight percent within any 10 feet of distance on a crest and 12 percent within any 10 feet of distance in a sag vertical curve. These grades may be exceeded with proper use of smooth vertical curbs in accordance with AASHTO guidelines.
7. 
No commercial driveway shall be allowed where backing onto a sidewalk or street will occur.
8. 
Driveway locations shall be unified whenever possible to create the fewest number of accesses onto a street.
9. 
Driveways that serve only one lot shall be located a minimum of seven and one-half feet from the property line where the driveway enters the right-of-way.
B. 
Arterial Streets.
1. 
No driveway may access an arterial street within 75 feet (measured along the arterial) of any other driveway access on either side of the street unless aligned directly opposite another driveway. This distance may be reduced to 35 feet for neighborhood collector arterial streets, provided adequate sight distance is provided.
2. 
No driveway may access an arterial street within 150 feet of the nearest right-of-way line of an intersecting street. This distance may be reduced to 75 feet along neighborhood collector arterial streets, provided adequate sight distance is provided.
3. 
Access to arterial streets may be limited to one driveway for each tract of property separately owned. Properties contiguous to each other and owned by the same person are considered to be one tract.
4. 
Driveways giving direct access onto arterials may be denied if alternate access is available.
5. 
Wherever a potential access exists to any property from both a public road and a private easement, the City may refuse access to the public road.
6. 
The Director and Pierce Transit will determine the minimum separation that will be allowed between an existing bus stop and a proposed driveway based on sight obstruction and vehicular and pedestrian traffic.
7. 
Residential driveways accessing arterial streets shall provide a turn-around for residential vehicles so these vehicles will not have to back out into the arterial. This may be waived along neighborhood collector arterial streets, provided adequate sight distance is provided.
C. 
Local Streets.
1. 
Residential driveways shall be constructed a minimum of 35 feet from a side street or intersection. The distance is measured from the street right-of-way line to the nearest edge of the driveway.
2. 
Wherever a potential access exists to any property from both a public road and a private easement, the City may refuse access to the public road.
D. 
Width.
1. 
The maximum driveway width for two-way access onto an arterial or collector shall be 24 feet for residential, 30 feet for commercial uses, and 35 feet for industrial uses. Maximum driveway widths for one-way access onto an arterial or collector shall be 20 feet for residential, 20 feet for commercial, and 25 feet for industrial uses. A road approach or wider driveway width may be approved by the Director where a substantial percentage of over-sized vehicle traffic exists, where divisional islands are desired, or where multiple exit or entrance lanes are needed.
2. 
The maximum two-way driveway width onto a local access street shall be 24 feet for residential uses and 26 feet for commercial uses.
3. 
The maximum one-way driveway width shall be 15 feet for residential and 22 feet for commercial driveways.
4. 
The minimum residential driveway width shall be 10 feet.
5. 
The Director may require intersection geometry in lieu of a driveway approach and/or ingress and egress tapers in industrial and commercially zoned areas.
6. 
Commercial drive aisles shall conform to UPMC Title 19.
(Ord. 395 § 3, 2003; Ord. 518 § 1, 2008; Ord. 565 § 1 (Exh. A), 2010; Ord. 679 § 1 (Exh. A), 2016; Ord. 788 § 8 (Exh. H), 2025)
A. 
The following sight clearance requirements take into account the proportional relationship between speed and stopping distance. Table III presents the minimum stopping and entering sight distance requirements.
B. 
A clear-view triangle is the area formed at all intersections by extending two lines of specified length from the center of the intersecting streets or driveways, along the centerlines of both accesses and connecting those endpoints to form the hypotenuse of the triangle. See sight distance triangle detail in the University Place Standard Notes and Details.
C. 
The vertical clearance area within the clearview triangle shall be free from obstructions to a motor vehicle operator’s view between a height of three feet and 10 feet above the existing surface of the street.
D. 
Sight obstructions that may be excluded from these requirements include utility poles, regulatory signs, and trees trimmed from the base to a height of 10 feet above the street.
Table III. Sight Distance1
Design Speed
Stopping Sight Distance2
Entering Sight Distance3
Uncontrolled4
Yield Controlled5
Stop Controlled5,6
25 mph
155 ft
115 ft
295 ft
280 ft
30 mph
200 ft
140 ft
355 ft
335 ft
35 mph
250 ft
165 ft
415 ft
390 ft
40 mph
305 ft
195 ft
475 ft
445 ft
45 mph
360 ft
220 ft
530 ft
500 ft
1 Refer to AASHTO for any situation not addressed in this table.
2 Is based on an eye height of 3.5 feet, an object height of 2.0 feet, level terrain and wet pavement.
3 Applies to intersection and driveway approaches with approach grades of three percent or less.
4 This distance corresponds to the legs of the sight distance triangle along both streets.
5 This distance accommodates a passenger car making a left turn maneuver and is based on an entering vehicle eye height of 3.5 feet, measured 14.5 feet back from edge of traveled way, and an approaching vehicle height of 4.25 feet.
6 For intersections where there is stop control for the minor approaches only. The distance is measured along the uncontrolled approach.
(Ord. 395 § 3, 2003; Ord. 518 § 1, 2008)
A. 
All streets will be paved with either asphalt concrete or Portland cement concrete unless the Director authorizes the use of pervious pavement to achieve the City’s low impact development goals and objectives.
B. 
The pavement design shall meet the requirements in the latest publication of the AASHTO Guide for Design of Pavement Structures. The pavement section shall be designed and stamped by an engineer currently licensed to practice in the state of Washington.
C. 
Construction of streets paved with asphalt concrete shall conform to Section 5-04 of the Standard Specifications. Fine and coarse aggregate shall be in accordance with Section 9-03.8 of the Standard Specifications.
D. 
Asphalt concrete shall be placed on the prepared surface by an approved paving machine and shall be in accordance with the applicable requirements of Section 5-04 of the Standard Specifications, except that longitudinal joints between successive layers of asphalt concrete shall be displaced laterally a minimum of 12 inches unless otherwise approved by the Director. Pavement material will be HMA Class one-half-inch asphalt concrete and be constructed at least two inches thick (minimum compacted thickness) over the prepared crushed surfacing top course, or asphalt-treated base. Asphalt concrete over two inches thick shall be placed in equal lifts not to exceed two inches each.
E. 
Portland cement concrete streets will be constructed as specified in Section 5-05 of the Standard Specifications.
(Ord. 395 § 3, 2003; Ord. 518 § 1, 2008; Ord. 565 § 1 (Exh. A), 2010)
The following requirements shall apply to any excavation and backfill within any public right-of-way, easement, or private street.
A. 
No pavement cuts shall be made on any street or driveway constructed of asphalt cement concrete or Portland cement concrete or City-approved pervious pavement, unless approval has been granted by the Director. Pavement cuts shall be made by sawcuts. Pavement cuts for road maintenance activities and small utility windows may be made by alternate methods if approved by the Director.
B. 
Trenching operations shall not proceed more than 100 feet in advance of pipe laying. Backfilling and surface restoration shall closely follow installation of pipe so that not more than 100 feet of trench is left exposed at any time.
C. 
Excavation operations shall be in conformance with the Washington Industrial Safety and Health Administration (WISHA) and the Office of Safety and Health Administration (OSHA) Safety Standards.
D. 
Trenches shall be restored and open to traffic during nonworking hours.
E. 
Pipe cover, measured from the finished grade elevation to the top of the outside surface of the pipe, shall be three feet minimum unless approved by the Director.
F. 
Gravel backfill for pipe bedding shall be installed in conformance with Section 2-09 of the Standard Specifications (WSDOT). Native material shall not be used for bedding, unless approved by the Director.
G. 
Bedding and backfill material shall be placed and compacted around and under the utility pipe by hand tools. Special precautions shall be provided to protect the pipe to a point 12 inches above the crown of the pipe.
H. 
All excavations shall be backfilled with crushed surfacing top course (five-eighths-inch minus), controlled density fill, or gravel backfill in conformance to Section 9-03.12(3) of the Standard Specifications. All backfill material shall be placed and compacted in maximum six-inch lifts to 95 percent of standard density except controlled density fill, which has no compaction requirement. Native material shall not be used for backfill unless approved by the Director. Utility windows (potholes) shall be backfilled with either crushed surfacing top course (five-eighths-inch minus) or controlled density fill.
I. 
All excess material shall be hauled off site. It is the applicant’s responsibility to dispose of this material at a proper facility.
(Ord. 395 § 3, 2003; Ord. 518 § 1, 2008; Ord. 565 § 1 (Exh. A), 2010)
A. 
Temporary restoration of trenches shall be accomplished by using HMA Class one-half-inch asphalt concrete pavement, medium-curing (MC-250) liquid asphalt (cold mix), or asphalt treated base (ATB). After compacting, the trench must be filled flush with the existing pavement surface to provide a smooth riding surface. Steel plates may be used as temporary restoration if approved by the Director.
B. 
All temporary patches shall be maintained by the applicant until such time as the permanent pavement patch is in place.
C. 
If the applicant fails to maintain a patch, the City may repair the patch and charge the applicant any costs incurred.
D. 
The depth of asphalt pavement restoration shall be a minimum of three inches (compacted thickness) asphalt concrete HMA Class one-half inch. When existing asphalt thickness is found to be greater than two inches, asphalt pavement restoration shall be a minimum of four inches (compacted thickness), placed in maximum two-inch lifts.
E. 
The depth of Portland cement concrete pavement restoration shall be a minimum of six inches or the existing pavement thickness, whichever is greater.
F. 
The pavement restoration shall extend a minimum of 24 inches (each side) from the outer limits of the disturbed soil. At no time will a longitudinal patch edge fall on the wheel path of a traveled way. All longitudinal patch edges shall fall on either the edge of pavement or the center or edge of a travel lane. All transverse patch edges shall be perpendicular to the roadway.
G. 
The applicant must restore any damage resulting from his activity. The City may impose additional restoration requirements in order to mitigate any damages.
H. 
Tack shall be applied to the existing asphalt pavement edge of cut and shall be emulsified asphalt grade CSS-1 as specified in Section 9-02.1(4)A of the Standard Specifications. Tack coat shall be applied as specified in Section 5-04 of the Standard Specifications.
I. 
All street surfaces, walks or driveways within the excavation areas affected by the pavement cuts shall provide a smooth riding connection and drainage flow for the newly paved surface.
J. 
The surface smoothness requirements of Section 5-04.3(13) of the Standards Specifications shall apply to the transition between the new and existing pavement. Any restoration failing to conform to the surface smoothness requirements shall be corrected by removal and replacement.
K. 
All joints shall be sealed using liquid asphalt in accordance with WSDOT Standard Specifications.
L. 
When excavating within the roadway shoulder(s), the shoulder shall be restored to its original or better condition. Gravel shoulders shall at a minimum be restored with two inches of crushed surfacing compacted to 95 percent maximum density.
M. 
The final patch shall be completed within 30 days after first opening the trench. Additional time may be granted by the Director in the event of inclement paving weather or other adverse conditions.
(Ord. 395 § 3, 2003; Ord. 518 § 1, 2008)